Bibliothèque d'appareilsAirbus A300-600R

Aero Icarus from Zürich, Switzerland · CC BY-SA 2.0 · Airbus A300 pictured

Airbus A300-600R

Airbus's first production aircraft, built around a twin-engine wide-body layout.

Airliner3 choix de profil

Connaître l'avion

The A300 established Airbus in the airline market during the 1970s. Its broad fuselage and two underwing engines offered a new alternative among large transports. Later developments changed the cockpit, wing details and systems, with the A300-600 becoming a major branch.

Early A300s had a three-person flight deck; later versions used two pilots. The family also became important in freight service. Simulator manuals describe the flight deck and systems of their named A300 variant.

Aircraft / family

Propulsion: Twin jet↗
Configuration: Wide-body · Conventional control columns↗

En savoir plus sur cet aéronef sur AirframeDB

The aircraft that brought the Airbus partners together

The A300 grew from European studies for a shared short-to-medium-haul airliner. Its design changed as prospective customers shaped the requirement: the A300B became smaller than the original proposal, with an eight-abreast cabin and space for two LD3 containers side by side below the floor. The project also required manufacturers in different countries to agree how to divide design, equipment and production responsibilities.

On 28 October 1972, the first A300B1 flew from Toulouse, a day later than planned because of fog. Max Fischl and Bernard Ziegler were at the controls, supported by the flight-test team. The return brought gusty winds and a crosswind landing. Airbus's anniversary history traces the later family development into the A310, A300-600 and freighters, while the original fuselage concept also contributed to the A330 and A340.

Development milestones

First flight: 28 October 1972 ( 1972-10-28 )

The satisfaction of a carefully flown parabola

Delesalle became involved with the A300 Zero G while leading flight testing at Sogerma, which converted the former Airbus prototype for its new research role. Familiarity with the aircraft brought him and flight-test engineer Serge Granereau into the operating crews. He continued flying it after moving to ATR. In his December 2012 interview, he describes the attraction of a task in which attitude and speed continually change and the crew must work with exceptional precision.

The specialised manoeuvre divides pitch, lateral control and thrust among crew members. Delesalle says the pleasure comes from holding the acceleration indication close to zero, even while tightly strapped into his seat. Time off duty in the cabin lets him share the passengers' weightlessness and understand what the scientists need. In particular, he values those visits for showing why smooth transitions matter to the people conducting experiments.

Every parabola is a fresh challenge

Le Barzic tells DLR how parabolic flying followed a long career testing military aircraft. As demanding fighter trials became less appealing, the French flight-test centre needed an experienced pilot for its weightlessness programme. He became captain of the A300 Zero G in 2000. His broad experience made conversion manageable, but he emphasises that each parabola remained difficult and different, even after thousands of repetitions.

Much of his account concerns the work surrounding the manoeuvres. Before flying, the crew reviews weather, agrees the route and manoeuvre periods with air traffic control, and determines the fuel requirement. A familiar, well-established team helps. Afterwards, he debriefs with engineers, discusses the quality of the weightlessness with scientists and prepares the next day's flight. The unusual aircraft still requires an ordinary pilot's planning discipline, followed by a demanding day of flying and coordination.

Straight from flight school to a classic freight cockpit

Brown describes joining a European parcel carrier on the A300 after completing flight training in the United States and converting his qualifications in Europe. Speaking in 2023, he says the widebody was his first airline type, so his personal handling comparisons were limited to training aircraft. The opportunity to begin his airline career on it still felt special as he approached five years with the company.

He enjoyed the A300's conventional control column and the visible cables, rods and pulleys in its avionics compartment. His aircraft was the A300-600, with two pilots rather than the earlier three-person flight deck. He describes nights carrying parcels across Europe and Africa, with fewer annual flying hours than many passenger operations. Despite other fleets at his company, he was in no hurry to change aircraft. This is a working pilot's affectionate account of his own freight operation.

Sources publiques 12

Airbus A300Research background · Wikipedia revision 1372527615 · retrieved 2026-09-12
A300 aircraft manual
A300 aircraft manual post
Microsoft Flight Simulator aircraft manuals
A300-600R Airliner for MSFS-2024Official developer / designated store catalogue · checked 2026-09-12
A300-600R Airliner for MSFSOfficial developer / designated store catalogue · checked 2026-09-12
A300B4 ProfessionalOfficial developer / designated store catalogue · checked 2026-09-12
50th anniversary of the first flight of the Airbus A30028 October 2022 · programme history
Interview with Eric Delesalle, Airbus Zero G captainDecember 2012 interview by Stéphane Sebile; modified A300B Zero G, not an airline A300-600. Full interview read.
Interview with Captain Gilles Le BarzicDLR brochure, August 2009 imprint; PDF pp.16–17 / printed pp.30–33. A300 Zero G research operations; complete interview read.
AvTalk 222: interview with Zac Brown2023 AvTalk 222 transcript; 37:35–41:26, PDF pp.19–21. A300-600 freight pilot; relevant interview segment read in full.
ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03

Comment le profil le modélise

Airbus A300-600R

Free + Pro

MSFS 2024MSFS 2020

This starting point selects Airbus A300-600R. Its aircraft-level settings do not select a particular developer’s custom systems.

Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.

Valid trim provides the configured pressure relief. Autopilot following is enabled for supported control references.

Télécharger la révision 2

Controls and trim

The iniBuilds A300 cockpit manual shows a conventional yoke, pitch-trim wheels and rudder-trim controls. This is the A300-600R generation, distinct from the later Airbus passive-sidestick family. Passenger and freighter packages offer GE and Pratt & Whitney engine choices. The original package's MSFS 2024 compatibility path and the separate native Premium edition have different software scope.

Cockpit and flight control families A300-600R A300-600R A300 aircraft manual

About the values

The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.

Master gain & control system

Master gain85%

L'échelle globale finale appliquée à tout ce que produit le modèle, avant la limite du périphérique.

Plus : tout (ressort, charges, effets) se renforce ensemble.

Moins : tout s'adoucit ensemble.

Pourquoi ici : Scales overall profile strength while preserving effect balance, subject to device and output limits.

Forces

Spring strength80%

La force de rappel de base qui ramène le manche au neutre. Toutes les autres forces s'empilent dessus. Trop faible, le manche paraît mou en vol normal ; trop forte, elle lutte contre la main et masque les signaux plus fins.

Plus : un centrage plus ferme qui résiste davantage à la main.

Moins : un manche plus mou qui ne compte que sur la charge aérodynamique.

Pourquoi ici : The conventional yoke uses a powered-control approximation with artificial centering; A320-style passive sidestick assumptions are not applied. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS.

Cockpit and flight control families A300-600R A300-600R A300 aircraft manual

Spring deadband4%

Une petite zone neutre autour du centre où le ressort reste muet, pour que les micro-mouvements à l'arrêt ne vibrent pas. Plus large, c'est plus calme mais plus lâche ; plus étroite, plus précis mais parfois nerveux au neutre.

Plus : un centre plus calme mais plus lâche, avec plus de jeu.

Moins : un centre plus serré qui peut vibrer au repos.

Pourquoi ici : Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.

Overall aerodynamic load25%

Une échelle maîtresse sur les deux charges d'axe, appliquée avant leur équilibre individuel. Les profils la laissent en général en place et règlent les deux axes.

Plus : les deux axes chargent plus fort.

Moins : les deux axes s'allègent ensemble.

Pourquoi ici : The aerodynamic-load gain is 0.25 with an indicated-speed reference of 260 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation.

Airspeed blendingTrue

Active la fenêtre d'engagement basse vitesse du ressort (début/plein en nœuds ci-dessus). Désactivé, le ressort est constant à toute vitesse.

Pourquoi ici : Allows baseline spring strength to rise with indicated airspeed where the control law permits it.

Low-speed spring floor55%

La part du ressort qui survit à l'arrêt, avant que la vitesse ne crée la moindre force aérodynamique. Un plancher haut garde le manche ferme au parking ; un plancher bas donne le jeu de câbles d'un avion léger au parking.

Plus : un manche plus ferme au parking et au roulage.

Moins : un manche mou au parking qui ne s'éveille qu'avec la vitesse.

Pourquoi ici : Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.

Spring engagement start20 kt

La vitesse à laquelle le ressort quitte son plancher basse vitesse vers la pleine raideur : le début du réveil des commandes au roulage de décollage.

Pourquoi ici : Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.

Spring engagement full90 kt

La vitesse où le ressort atteint sa pleine raideur. Entre le début et ce point, le centrage se raffermit avec le vent relatif.

Pourquoi ici : Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.

Vitesse de réglage des forces260

La vitesse indiquée où la charge aérodynamique atteint son niveau de conception. Elle ancre toute la courbe au domaine réel : un 172 charge dès 110 nœuds, un jet bien plus tard.

Plus : les charges arrivent plus tard ; le manche reste léger jusqu'à plus vite.

Moins : les charges arrivent plus tôt et la croisière pèse davantage.

Pourquoi ici : Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.

Centre firmness vs speed0%

Combien le centrage lui-même se raidit avec la vitesse, en plus des charges de braquage. Zéro garde un centre constant ; plus fait centrer dur en croisière et souple en tour de piste.

Plus : un centre qui durcit nettement avec la vitesse.

Moins : une sensation de centre constante à toute vitesse.

Pourquoi ici : The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading.

Centre stiffening cap5

La limite haute du raidissement lié à la vitesse, pour que le vol très rapide ne remonte pas le ressort sans borne.

Plus : plus de raidissement total permis à haute vitesse.

Moins : le raidissement se bride plus tôt.

Pourquoi ici : Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.

Aileron load65%

La charge de roulis soutenue issue du braquage d'ailerons et de la vitesse, équilibrée indépendamment du tangage. Avec la charge de profondeur, elle fixe l'harmonie des commandes dont parlent les essais.

Plus : des efforts de roulis plus lourds.

Moins : des ailerons plus légers, plus vifs.

Pourquoi ici : Roll and pitch aerodynamic scales are 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.

Elevator load65%

La charge de tangage soutenue issue du braquage de profondeur et de la vitesse, équilibrée indépendamment du roulis. Le levier principal du poids en tangage d'un type. Il ne touche ni ailerons, ni ressort, ni trim, ni buffet.

Plus : des efforts de tangage soutenus plus lourds en vitesse.

Moins : une profondeur plus légère, moins musclée à tenir.

Pourquoi ici : Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.

Max output force55%

Un plafond par force stable de tangage ou roulis avant le périphérique : la garde contre le claquement ou la saturation du matériel en manœuvre forte.

Plus : des pics de force stable plus élevés avant écrêtage.

Moins : un plafond plus doux ; les manœuvres dures s'aplatissent plus tôt.

Pourquoi ici : Caps directed-force output. Native spring effects and device limits remain separate.

Trim

Trim relief (elevator)30%

Combien le trim de profondeur soulage l'effort tenu et déplace le point de repos du manche. À 100 %, un avion bien compensé ne demande aucune pression : le geste réel de compenser la charge.

Plus : le trim retire plus d'effort tenu ; à 100 %, plein trim l'annule.

Moins : vous continuez à tenir de l'effort même compensé.

Pourquoi ici : The manual's stabilizer-trim controls support a pitch-trim context, but their presence alone does not calibrate the profile's trim-centre response. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09.

Cockpit and flight control families A300-600R A300-600R A300 aircraft manual

Trim relief (aileron)9%

Le même soulagement pour le trim de roulis. La plupart des avions légers n'ont pas de vrai trim d'ailerons, donc zéro ; les types qui en ont reçoivent une valeur adaptée.

Plus : le trim de roulis retire plus d'effort tenu.

Moins : le trim de roulis fait moins.

Pourquoi ici : Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.

Effect gains · Ground

Runway rumble40%

Vibration de roulement issue de la vitesse des roues et du revêtement : la texture du bitume, de l'herbe ou du gravier sous le train.

Plus : une texture de surface plus forte dans le manche.

Moins : un roulage plus lisse.

Pourquoi ici : Sets rolling texture strength, modified by speed, surface and undercarriage configuration.

Gear bumps32%

Chocs courts et distincts des joints, ornières et surfaces rugueuses : la ponctuation au-dessus du grondement continu.

Plus : des chocs plus nets des joints et ornières.

Moins : des détails de sol plus doux.

Pourquoi ici : Sets gear-bump texture during ground motion, separate from touchdown impact.

Effect gains · Airframe

Stall buffet30%

Buffet de cellule à l'approche du décrochage et pendant l'avertisseur : la voix de cette aile quand elle est mécontente. Les types à décrochage franc reçoivent un buffet modéré, le klaxon porte l'alerte.

Plus : un tremblement pré-décrochage plus fort.

Moins : une aile plus discrète ; le klaxon porte l'alerte.

Pourquoi ici : Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.

Mach buffet22%

Buffet transsonique près de la limite de Mach. Parlant pour les jets près de MMO, zéro pour pistons et turbopropulseurs qui n'y vont jamais.

Plus : un buffet transsonique plus fort près de la limite de Mach.

Moins : un vol plus lisse à haut Mach.

Pourquoi ici : Sets high-Mach buffet strength; onset and full-strength thresholds are separate.

Flap buffet14%

Vibration basse fréquence de cellule avec les volets dans le vent, dans la fenêtre où ils travaillent vraiment l'air.

Plus : un vol plus rugueux volets au travail.

Moins : des volets d'approche plus doux.

Pourquoi ici : Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.

Gear buffet10%

Le tambourinement du train rentrant sorti dans le flux. Zéro pour les trains fixes, dont la cellule ne change jamais de forme.

Plus : plus de tambourinement train sorti.

Moins : un vol train sorti plus propre.

Pourquoi ici : Sets gear aerodynamic buffet; movement and ground-contact cues are separate.

Stick shaker90%

Le vibreur de manche dédié, déclenché par l'avertisseur de décrochage de l'avion. Seuls les types à vrai vibreur reçoivent une valeur ; les autres comptent sur buffet et klaxon.

Plus : un vibreur plus dur.

Moins : un vibreur plus discret.

Pourquoi ici : Sets triggered shaker strength; inactive while the shaker feature is disabled.

Effect gains · Engine, mechanical & drag

Touchdown thump90%

Le coup unique au toucher, proportionnel au taux de chute : un kiss se murmure, une arrivée ferme cogne.

Plus : un coup plus dur au toucher.

Moins : des arrivées plus douces.

Pourquoi ici : Sets landing-impact strength; landing telemetry and response shape determine the pulse.

Reverse rumble50%

Vibration de roulage sous inversion de poussée ou plage bêta. Zéro pour les types sans reverse.

Plus : un roulage plus rugueux sous reverse.

Moins : une reverse plus discrète.

Pourquoi ici : Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.

Engine rumble6%

Vibration continue du moteur suivant le régime du ralenti à la pleine puissance : le rappel permanent que quelque chose brûle du carburant devant.

Plus : plus de moteur dans le manche.

Moins : un moteur plus discret.

Pourquoi ici : Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.

Flap motion12%

Vibration continue seulement pendant que le simulateur signale les volets réellement en mouvement. Elle suit la course réelle et les pannes, pas un minuteur estimé.

Plus : plus de vibration volets en mouvement.

Moins : des courses de volets plus discrètes.

Pourquoi ici : Sets texture from observed flap movement; a command without movement does not establish the cue.

Autopilot follow

AP follow authority10%

Jusqu'où les ordres du pilote automatique peuvent bouger le manche physique. Minuscule dans MSFS, où un axe déplacé peut être relu comme entrée pilote ; zéro coupe le suivi.

Plus : le pilote automatique bouge visiblement plus votre manche.

Moins : un suivi à peine perceptible.

Pourquoi ici : Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.

Stick feel

StickFeel · Trim feel enabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.

StickFeel · Trim relief enabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.

StickFeel · Force trim enabledFalse

Whether this feature is active in this profile.

Pourquoi ici : Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.

StickFeel · G load enabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.

StickFeel · Rate damping enabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Enables rate damping with the configured coefficients and control law.

Autopilot

Autopilot · Follow enabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Following is on at 0.1 authority when a supported, valid autopilot control reference is available.

Autopilot · Neutral hold enabledFalse

Whether this feature is active in this profile.

Pourquoi ici : Permits centering hold during a supported AP state, separate from following a moving target.

Autopilot · Neutral hold strength0.6

Pourquoi ici : Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.

Aero

Aero · EnabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.

Aero · Max flap index3

Where this effect reaches full strength (or has fully faded, for washouts).

Plus : a more gradual build to a later peak.

Moins : a quicker build.

Pourquoi ici : Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.

Aero · Min flap index2

Where this effect begins fading in.

Plus : the effect begins later.

Moins : it begins earlier.

Pourquoi ici : Sets the first flap detent that admits buffet; this is a handle index, not degrees.

Aero · Shaker enabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.

Ground

Ground · EnabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Enables ground effects; each still needs its own strength and contact or motion telemetry.

Engine

Engine · EnabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Enables engine cues with nonzero settings and valid running-engine telemetry.

Mechanical

Mechanical · EnabledTrue

Whether this feature is active in this profile.

Pourquoi ici : Enables accessory cues with configured strengths and observed accessory movement.

Mechanical · Gain0.12

The strength of this effect.

Plus : a stronger effect.

Moins : a weaker one.

Pourquoi ici : Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.

Tous les réglages du profil

Réglages estimés du profil
Paramètre	Valeur	Ce que cela contrôle et pourquoi
Spring strength	0.8	The conventional yoke uses a powered-control approximation with artificial centering; A320-style passive sidestick assumptions are not applied. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS.
Spring deadband	0.035	Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Force gain	0.25	The aerodynamic-load gain is 0.25 with an indicated-speed reference of 260 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation.
Master gain	0.85	Scales overall profile strength while preserving effect balance, subject to device and output limits.
Dynamic-pressure blend	True	Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Minimum spring factor	0.55	Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring wake-up speed	20 kt	Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring full-strength speed	90 kt	Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Vitesse de réglage des forces	260.0 kt	Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Airspeed spring stiffening	0	The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading.
Airspeed stiffening cap	5	Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron force scale	0.65	Roll and pitch aerodynamic scales are 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator force scale	0.65	Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Maximum output force	0.55	Caps directed-force output. Native spring effects and device limits remain separate.
StickFeel · Trim feel enabled	True	Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabled	True	Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Elevator authority	0.3	The manual's stabilizer-trim controls support a pitch-trim context, but their presence alone does not calibrate the profile's trim-centre response. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09.
StickFeel · Aileron authority	0.09	Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
StickFeel · Force trim enabled	False	Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabled	True	Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabled	True	Enables rate damping with the configured coefficients and control law.
Autopilot · Follow enabled	True	Following is on at 0.1 authority when a supported, valid autopilot control reference is available.
Autopilot · Follow authority	0.1	Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Autopilot · Neutral hold enabled	False	Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength	0.6	Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero · Enabled	True	Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Gain	0.3	Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Aero · Gain	0.22	Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Aero · Gain	0.14	Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Aero · Max flap index	3	Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index	2	Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Gain	0.1	Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Aero · Shaker enabled	True	Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Aero · Amplitude	0.9	Sets triggered shaker strength; inactive while the shaker feature is disabled.
Ground · Enabled	True	Enables ground effects; each still needs its own strength and contact or motion telemetry.
Ground · Gain	0.4	Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Ground · Gain	0.32	Sets gear-bump texture during ground motion, separate from touchdown impact.
Ground · Gain	0.9	Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Ground · Gain	0.5	Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine · Enabled	True	Enables engine cues with nonzero settings and valid running-engine telemetry.
Engine · Gain	0.06	Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Mechanical · Enabled	True	Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain	0.12	Sets texture from observed flap movement; a command without movement does not establish the cue.
Mechanical · Gain	0.12	Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.

Sources publiques 15

Airbus A300Research background · Wikipedia revision 1372527615 · retrieved 2026-09-12
Cockpit and flight control familiesAirbus cockpit family descriptions; Airbus cockpit commonality, sidestick philosophy; Airbus cockpit commonality
A300-600RLegacy A300 product, compatibility notice and models
A300-600RA300 Premium product
A300 aircraft manualA300 manual PDF13-16,37
A300 aircraft manual post
Microsoft Flight Simulator aircraft manuals
A300-600R Airliner for MSFS-2024Official developer / designated store catalogue · checked 2026-09-12
A300-600R Airliner for MSFSOfficial developer / designated store catalogue · checked 2026-09-12
A300B4 ProfessionalOfficial developer / designated store catalogue · checked 2026-09-12
50th anniversary of the first flight of the Airbus A30028 October 2022 · programme history
Interview with Eric Delesalle, Airbus Zero G captainDecember 2012 interview by Stéphane Sebile; modified A300B Zero G, not an airline A300-600. Full interview read.
Interview with Captain Gilles Le BarzicDLR brochure, August 2009 imprint; PDF pp.16–17 / printed pp.30–33. A300 Zero G research operations; complete interview read.
AvTalk 222: interview with Zac Brown2023 AvTalk 222 transcript; 37:35–41:26, PDF pp.19–21. A300-600 freight pilot; relevant interview segment read in full.
ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03

Communauté et corrections

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Discussions de hangar

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Communauté

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